Automatic train-controller.



J. B/DARROW.

AUTOMATIC TRAIN CONTROLLER.

- APPLICATION FILED JULY23. 1915. RENEWED sEPT.25. 191s.

1,21 1,099. Patented Jan. 2,1917.

2 SHEETSSHEET l.

fugue) l. B. DARROW.

- AUTOMATIC TRAIN. CONTROLLER. APPUCATION FILE 1l1L23.'l9l5. RENEWED SEPT.25| 916, 1,211,099., Patented Jan. 2; 1917.

-2 SHEETS-SHEET 2- II n we 11 fo-z.

flafrow JAMES B. DARROW, 0F HINCKLEY, NEW YORK, CAMERON, OF HINCKLEY,

ASSIGNOR on ONE-HALF NEW YORK.

fro JOHN AUTOMATIC TRAIVN-CONTROLLER.

Specification of Letters Patent.

' Patented J an. 2, 1917.

Application filed July 28, 1915, Serial No. 41,589. Renewed September 25, 1916. Serial No. 122,130.

To all ivlwm it may concern Be it known that I, JAMES B. DARROW, a citizen of the United States, residing at Hinckley, in the county of Oneida, State of New York, have invented certain new and useful Improvements in Automatic Train Controllers; and I do hereby declare the followingtobe a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same. The present invention is directed to 1mv provements in automatic controls for rail- .provide an automatic be notified by a that he has run past a signal set'for danger.

way trains, and has for its object to so construct a device of this character that should the engineer fail to arm set for danger the throttle valve will be actuated to cut oil the steam, thus bringing the train to a standstill.

A further object of the invention is to control of this type, provided with means for automatically applying the air brakes.

A still further object of the invention is to provide means whereby the engineer will visual and audible signal With these and other objects in view, this invention resides in the novel features of construction, formation, combination and arrangement of parts-to be hereinafter more fully described, claimed and illustrated in, the accompanying drawing, in which Figure 1 is a fragmentary side elevation of a locomotive equipped with the device. Fig. 2 is a vertical central sectional View through the steam dome'of the locomotive, showing the throttle valve in its open position. Fig.3 is a similar view, showing the throttle valve closed. Fig. 4 is a sectional view online H of Fig. 2. Fig. 5 is a detail perspective view of the circuit controlling lever. Fig. 6 is asectional view on line 6-6 of Fig. 4. Fig. 7 is a similar view on line 77 of Fig. 1. Fig. 8 is a similar view on line 88 of Fig. 1.

Referring to the drawing 1 indicates a locomotive of the usual construction. Mounted in the steam dome 2 is the usual casing 3, having the upper and lower seats 4 and 5, respectively. Coacting with the seats are valves 6 and 7, said valves being connected by a sleeve 8 which is slidably engaged with the stem 9. The stem 9 is' connected in the usual manner to the throttle lever-10.

observe a semaphore said arm The stem 9 is with an annular to be engaged provided near its upper end groove 11 which is adapted by the inner ends of the latches 12, said latches being slidable in casings 13 which are suitably connected to the upper surface of the valve 6. The latches 12 are urged inwardly by coil springs 14, which are mounted in the casings and have their rear ends engaged with the outer ends of the casing and their inner ends with the outer ends of the latches, said latches having their'inner ends beveled, as at 15, the purpose of which will appear later.

The steam dome is provided with a studing box 16 in which slides a rod 17, the lower end of which is for a purpose to be hereinafter described.

A bracket 20 is mounted upon the dome 2 and pivotally supports the lever 21, said lever having its forward end pivotally connected to the lower end of the link 22, the upper end of which is similarly connected to the arm 23 which has its lower end pivotally connected to the locomotive boiler. The upper end of the arm 23 terminates in a vertical extension 24 which is pivotally engaged by one end of the curved arm 25, being held. in its normal position by a spring latch 26 which is operable by a cord 27 which extends into the locomotive cab 28. The arm 23 is pivotally connected to the rod 17 by a link 29, whereby when the arm moves upwardly or downwardly the head 18 will also move upwardly or downwardly. v

Mounted in the cab 28 are spaced 30 between which swings a lever 31 which is provided with a spring catch 32 adapted to engage the notch 33 formed upon one of the guides, thereby holding the lever in a position-so that the contact 34 carried thereby will engage the contact 35 carried by the guides 30, thereby closing the circuit through the wires 36, thus sounding the bell 37 and lighting the lamps 38, which are arranged in the circuit. This lever has its lower end attached to a cord 39 which connects said lever to the lever 21. Thus it will be seen that when the lever 21 rocks in one direction that the cord 39 will swing the lever 31 rearwardly, thereby causing the catch 32 to automatically operate to lock 110 guides the lever until the same is manually released. Also mounted near the dome 2 is a valve 4 0 which is operatively connected to the arm 23 by a link 41, whereby when the arm is rocked downwardly the valve will be actuated to apply the air brakes.

From the foregoing description it will be seen that should the locomotive be in motion the valves 6 and 7 will be naturally unseated, but Should the arm 25 contact' with a semaphore arm the arm 23 will swing downwardly thus moving the rod 17 downwardly until the head 18 thereof has eration of the head 18, valve i0 will be 20' actuated, thus applying the brakes. It is obvious that when the arm 23 swings downwardly that the lever 21 will be rocked, thus swinging the lever 31 -until the latch 32 is in its locked position, and at which time the engagement of'the contacts 34 and 35 will close the circuit through the wires 36, thus sounding the bell and lighting the l-mps 38 so as to immediately call the engineers attention to the fact that the engine is being brought to a stop due to negligence.

It will be noted that the operation of the throttle valve is in no way affected by the addition of the latches 12, and that the en gineer can control the same in the usual manner.

What is claimed is 1. In an automatic train control, a valve stem, a throttle valve normally locked to the stem for movement therewith to and fromits seat, and means automatically operable to release and actuate the valve independently of the stem to seat the same.

2. In an automatic control for locomotives, the combination of a valve stem, a throttlevalve slidable thereon to and from its seat, an arm supported by the locomotive, latches carried by the throttle valve to normally look same to stem, a head operable in the steam dome of the locomotive,

and means connecting the arm and head to actuate the latches upon movement of the arm downwardly, whereby said latches are actuated to permit the valve to slide on the stem to its seat, as and for the purpose set forth.

8,111 an automatic control for locomotives, the combination with the throttle the latches to force them from engagement with the groove, as and for the purpose set forth.

4. In an automatic train control, a valve stem, a throttle valve slidable on the stem, spring pressed latches carried by the valve, said stem having an annular groove for engagement by th latches, a head, an arm,

means connecting the head and arm-to cause the former to disengage the latches from the groove when the latter is moved downwardly, thereby closing the valve, and means operable by the arm for indicating that the valve has been closed.

In an automatic train control, a valve stem, a throttle valve slidable on the stem, means normally locking the valve to said stem for movement therewith to and from itsseat, and means automatically operable to release said locking means and subsequently slide the valve on said stem to its seat.

In testimony whereof, I aflix my signature, in the presence of two witnesses.

JAMES B. DARROVV. "i vitncsses Jnssn THoMAs, VVM. J. MAnonn. 

